Looking to put my truck back to factory at some point. It is a 77 C10, originally had a 454/400, is a big 10, LWB with one-piece driveshaft. My question is with all the variations of TH400 transmissions, which would be the correct one for the truck? Having trouble figuring it out with all the different tailshafts, bolt on or fixed yoke, or just a splined output shaft?

Thanks!

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Gary

1977 Bonanza C10-modified by hillbillies, working to make it right again.

but looking at the crossmember behind it i think that was a carrier bearing riveted to it for the shaft if i had to guess .

problem is once you get so long on a drive shaft it will wobble and never balance out for highway speed . so this is why there is multi section shafts . if i recall its around 65" in length or so is the max .

at this point he should pick whats best for his needs and have a good quality drive shaft made and run it i think .

You are probably right about the driveshaft, I am trying to make this less painful by not having to do any driveshaft tube modification. But, it may come down to that if I used a short shaft slip yoke TH400. Would have been a lot better off if someone didn't swap the engine and trans in mine.

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Gary

1977 Bonanza C10-modified by hillbillies, working to make it right again.

Olive,that is a bolt on yoke,and I just sold a 90 1ton diesel that had a 375 in it with a slip on yoke,but that was because the 4 door 1 tons were winding down,and they used whatever was on the shelf to get rid of them

I wonder when they went to the one piece driveshaft? I had several 2 piece drive shafts on lwb trucks. I figured they used long tailshaft trannys with one piece driveshafts. I'm pretty sure my 77 lwb has a one piece with a short shaft th350 though. Hard to figure the logic of it and my memory is fading. I thought the th375 was discontinued in the late 70's. The pics sweet K30 posted look like what I would expect from GM; long tailshaft with a one piece shaft.